Direct orientation vector rotor

ABSTRACT

A direct orientation vector rotor (DOVER) for use on rotary wing aircraft includes a gear set for multidirectional rotor orientation based on the spherical coordinate system; an inclination mechanism, wherein the rotor is moved from the 0° horizontal position to an inclined position; a rotational turret, wherein the rotor is moved along the azimuth and wherein the inclination mechanism is housed; and a motion-adapted gear lubrication housing.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. nonprovisional applicationSer. No. 13/715,006, filed Dec. 14, 2012.

BACKGROUND

Embodiments of the DOVER relate to apparatuses used by the aerospaceindustry. More specifically, embodiments of the DOVER relate to theoperation of rotary wing aircraft.

DESCRIPTION OF THE RELATED ART

Any discussion of the prior art throughout the specification should inno way be considered an admission that such art is widely known or formspart of common knowledge in the field.

The rotary wing aircraft, and more specifically the helicopter, isgenerally known as a utility vehicle distinguished by its ability tohover, fly vertically, and fly in various directions regardless ofazimuthal orientation. Helicopters achieve directional flight byconverting the vertical lift component produced by the rotating bladesinto a horizontal thrust component by changing the pitch of eachindividual blade as it revolves in its orbit around the hub onto whichit is attached. The collective blade assembly or rotor disk consequentlyis tilted into a vector called the tip path plane by conveyed gyroscopicrotation which then determines the direction of flight. An inherentinstability is manifest within the rotor blades because they aremanipulated from the fixed axis of the hub, with said instabilityultimately being transferred to the flight dynamics of the aircraft.Since the tip path plane remains relatively parallel to the relativewind (also called the relative air flow), the rotating blades exhibitdrastic lift variance as they advance and retreat within the relativewind thereby causing an unbalanced relative flow of air passing over therotor disk during flight. This uneven allocation of airflow over thetotal rotor disk produces a dissymmetry of lift leading to a decrease intotal lift and a possible stall, a condition that is amplified at higherair speeds and which subsequently limits the potential flight speedobtainable. As a means to mitigate the effect of inadequate relative airflow and quickly build up airspeed, a pilot will routinely take off in anose down attitude in an effort to obtain maximum thrust from the rotordisk by angling it more directly into the relative wind, therebyincreasing the flow of air over the rotor disk and decreasing thedissymmetry of lift. With increasing airspeed however, the fuselage mustbe leveled to decrease induced drag. The ability of a pilot to positionthe rotor disk more directly into the relative wind for the duration ofdirectional flight while maintaining the fuselage in a horizontal flightattitude would be a major advancement in rotary wing technology.Embodiments of the Direct Orientation Vector Rotor (DOVER) allow a moredirect angling of the rotor disk into the relative wind throughout alldirectional flight maneuvers resulting in greater vehicle speed,maneuverability, stability, and flight safety, as well as manipulativecontrol of rotor disk orientation during slope and obstacle-ladenlandings.

BRIEF SUMMARY

In one embodiment, a DOVER includes an articulated rigid mast assemblyby which the rotor can be pointed at a more oblique angle into therelative wind than permitted by the prior art resulting in a system inwhich the motion is translational in the direction of the driving force.The complex mechanism for cyclic pitch control of the rotor blades ofthe prior art can be dispensed with in one embodiment allowing for asimpler and more lightly configured rotor, while retaining the flappingand lead-lag attributes of the prior art. Since the problem ofretreating blade stall is largely reduced or eliminated, shorter bladesand faster rotor speeds are possible allowing the DOVER to combine thefunction and utility of the helicopter rotor with the speed andreliability of the propeller of a fixed-wing or tilt-rotor aircraft,possibly leading the path toward the implementation of supersonic bladetip technology. In contrast to the tilt-rotor prior art which involvesthe cumbersome rotation of the total drive train in a slow inline arc,the DOVER allows the engine and transmission to remain in situ while therotor and attached driven shaft or mast can freely and rapidly translatein any orientation required to control the aircraft thereby retainingthe utility for which the rotorcraft is designed. In one embodiment, thearticulated rigid mast assembly is actuated by a ball-face spline-toothgear coupling, one as component of the drive train and the other ascomponent to the driven rotor slave. In another embodiment, the outputgear is in mesh with the input gear as the former is able to rotate,pivot, and swivel with respect to the latter thereby shifting the loadcontact area or active profile. In another embodiment, an inclinationapparatus consists of a hingeably attached sleeve which sets theorientation of the rotor mast whereby said sleeve is levered along aninclination traverse being connected at arc perimeter to a thrust andvibration conductor that is powered along said inclination traverse on atransfer track by a linear motion actuator. In yet another embodiment,the inclination mechanism is housed within a turret which serves as amass damper housing for said mechanism while allowing rapid 360° azimuthrotation of the total mechanism by way of a thrust bearing-configuredring unit that ultimately supports the in-flight mass of the aircraft.In another embodiment, the gear mesh is lubricated by a closedmotion-adapted spray system. The apparatus described herein embodies amethod of point-origin vector divergence thrust for controlled flight.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side perspective view of one embodiment of the DOVER showingone possible inclination and azimuth range of movement.

FIG. 2 is a side cut away perspective view of one embodiment of theDOVER apparatus.

FIGS. 3 a and b respectively show top and side perspective views of theball-face spline-tooth gear.

FIG. 4 is a perspective view of two ball-face spline-tooth gears inrotational mesh at 0° inclination.

FIG. 5 is a perspective view of two ball-face spline-tooth gears inrotational mesh with the inclination motion illustrated.

FIG. 6 is a perspective view of two ball-face spline-tooth gears inrotational mesh with the azimuthal motion illustrated.

FIG. 7 is a perspective view of the mast control sleeve.

FIG. 8 is a cross-sectional view of the mast control sleeve.

FIG. 9 is a cross-sectional view of the transmission drive shaft.

FIG. 10 is a perspective view of the thrust and vibration conductor.

FIG. 11 is an exploded view of the thrust and vibration conductor.

FIG. 12 is a front perspective view of the inclination mechanism.

FIG. 13 is a cut away rear view of the inclination mechanism.

FIG. 14 is a cut away view showing the inclination traverse slide.

FIG. 15 is a perspective view of the inclination traverse slide.

FIG. 16 is a cut away perspective view of the primary framework of theturret.

FIG. 17 is an exploded view showing the adjoining of the turret andfuselage.

FIG. 18 is a cut away perspective view of the turret/fuselage ringinterface unit.

FIG. 19 is a cross-section view of the turret/fuselage ring interfaceunit.

FIG. 20 is a perspective view of the gear lubrication housing.

FIG. 21 is a side cut away view of the gear lubrication housing.

FIG. 22 is an illustration showing one possible slope landing sequenceprocedure using a DOVER- and VARSLAP-equipped helicopter.

DETAILED DESCRIPTION

Overview: In FIG. 1, a DOVER system is shown displaying a 360° freedomof movement of operation of the rotor as delineated by an inclination of45° at forward, aft, and lateral positions from the horizontal on atraditional tail rotor design helicopter, although the DOVER also isapplicable to fenestron shrouded tail rotor and No Tail Rotor (NOTAR)blown-air designs. The inclination/azimuth traverse mechanical operationcontrolled by the automatic flight control system (AFCS) can beprogrammed to avoid obstruction of the rotor blades by the standardhelicopter boom configuration by a function that automatically decreasesthe inclination as the 180° azimuth boom location is approached duringazimuth rotation traverse and thereby causing the rotor to pass over theboom. In FIG. 2, embodiments of the DOVER apparatus consist of a rotor10 attached to a driven mast 20 which is in rotational lock with thetransmission drive shaft 30 by the meshing of the gears 40 (ensconced)where the driven mast 20 is enclosed within and supported by a hingeablyattached sleeve 50 that abuts a thrust and vibration conductor 60 whichis interlocked with and actuated along an inclination traverse on atransfer track 65 that constitutes a curvilinear guide along the innersurface of the rotating turret 90 which secures the sleeve 50 at thepivot hinge 51. The turret 90 actuates azimuth rotation along the turretring 96 that interfaces with the aircraft fuselage at the base 99 whichforms part of the turret/fuselage ring unit that is maintained in theassembly by an array of pressure actuators 106. The gears 40 areenclosed within a motion-adapted lubrication housing 110.

Articulated Mast Gears: The articulated rigid mast assembly is anembodiment of the DOVER that is constituted by the rotational union ofthe rotor mast 20 with the drive shaft 30 by the joining of theball-face spline-tooth gears 40 in a 1-to-1 tooth ratio conjugate-actionmesh with high geometric conformity of the mating surfaces whichproduces a coaxial torque allowing operation within a curved planeparadigm. The two gears 40 are of a mirroring placement configurationcontaining the functional elements of a hemispherical dome face profilehub, with opposing end keyed to the shaft, with the face consisting ofan axial set of teeth embodied by straight or helical longitudinallyconfigured alternating splines and spaces where the chordal splinethickness approximates the adjoining space laterally along the length ofsaid splines and spaces which decrease in width from the face edge tonear the face apex where the splines and spaces terminate beforeconvergence. A generalized schematic of a straight-spline embodiment ofthe described ball-face spline-tooth gear 40 is shown in FIGS. 3 a andb. The gears 40 can embody various tooth and space profiles including,but not limited to, involute curves and circular arc curves as well asvarious numeric schemes of said teeth and spaces. Any alternate profilesconfigured into the tooth pattern are considered within the embodimentsof the DOVER. As a gear is engaged in the rolling action, the toothstructure undergoes a plastic deformation (bending) within the materialdue to compressive and tensile stresses, and experiences surface fatigueas a result of torsional vibrations (chatter) inherent in mechanicaloperations. It is posited herein that the ball-face spline-tooth geardesign provides within its specialized configuration the means toeffectively conduct and distribute stress loads along the elongatedtooth profile in a mode conducive to its innovative function. When thetwo gears 40 are meshed (FIG. 4), torque T is transferred from the driveshaft 30 to the driven mast 20. In this configuration, the gears 40 arecoincident with the common plane P of rotation described by the meshedfaces of said gears within an in-line or 0° combined angle of the gears.In this configuration, conducive with a hover or vertical flight, theload pattern is applied at the apex ends of the gear teeth, assuming acircular shape whereby the total sum of teeth simultaneously contributeto load bearing. When a lever induces a curvilinear force F across theextant angular motion of the driven mast 20 in a vector perpendicular tothe transverse axis and common pitch plane P of the meshed faces, torquein the driven mast 20 is translated in concert with the imposed variablevector via the mesh and moves in parallel with the now mobile and angledpitch plane P where said plane reflects the union of mesh or activeprofile between the driven gear 40 and the drive gear 40 (FIG. 5). Ineffect, the rotating driven gear 40 face spatially rolls longitudinally(accompanied by a lateral sliding) down the spatially stationaryrotating drive gear 40 face in synchromesh with the common lash of thesplines and spaces as the driven mast 20 pivots with respect to thedrive shaft 30. In this configuration, conducive of directed flight, theload pattern is shifted down the face of the gears in the direction ofthe face edge, assuming an elliptical shape and load bearing area acrossthe profile of the gear face. Although fewer teeth are engaged here atany one instant compared to the configuration illustrated in FIG. 4, theteeth that are engaged become meshed at a wider tooth cross sectionalong their length where higher load demands become extant. Thisautomatic configurational match to the increased load of high speeddirected flight where a more oblique rotor angle is required is anembodiment of the ball-face spline-tooth gear 40. When an additionalcurvilinear force F is applied in a vector parallel to the originaltransverse axis, the angled pitch plane P will rotate along a trackparallel to the transverse axial plane of the drive gear 40 (FIG. 6). Ineffect, the pivoted rotating driven gear 40 swivels (specifically, asliding roll) laterally across the rotating face of the drive gear 40causing the driven mast 20 to swing with respect to the drive shaft 30.As the application of these two force F motions (i.e., rolling pivot andlateral swivel) can coincide, the driven gear 40 also can translatediagonally across the drive gear 40 as a sum of the two concurrent forceF motions (diagonal traverse) (not shown). As such, the drive gear 40can be seen as a rotational template upon which the driven gear 40 isused to seek spherical coordinates that are manifest in the inclinationand azimuth position of the driven mast 20. This method of activeprofile translation or simultaneous and multidirectional motion of thedriven gear 40 and the associated load pattern across the curved surfaceof the drive gear 40 and resultant movement of the driven mast 20 is anembodiment specific to the ball-face spline-tooth gear 40 which allowsthe driven or output mast 20 to occupy an infinite number of positionswithin a cone-shaped parameter delineated by the maximum inclination ofthe applied perpendicular curvilinear vector acting upon said mast 20.The applied result, whereby torque from a two-dimensional sphericalcoordinate system (i.e., the gear-synchronized alignment intersection ofcoordinate axes) is freely directed (diverged) in a linear configurationinto three-dimensional space, is herein termed point-origin vectordivergence rotor thrust. When a rotor head is positioned onto theworking end of the mast 20 it will reflect the freedom of movementinherent in the mast. In this embodiment, the curved two-dimensionalplane of the gear 40 template is translated to the three-dimensionalityof thrust or lift due to the incorporation of the thrust vector providedby the rotor 10.

Inclination Control Mechanism: When two rotating shafts are to beconnected, it is unavoidable that there will be some degree ofmisalignment, either because of static effects such as deflection of theshafts, thermal effects causing expansion and contraction, or dynamicloads causing the shafts to change position in their supportingbearings. Embodiments of the DOVER are herein presented to substantiallymitigate shaft misalignment. The curvilinear force imposed upon the mast20 described in the previous section is accomplished by an inclinationmechanism embodied by a mast control sleeve 50, a thrust and vibrationconductor 60, a transfer track 65, and an actuator 70 whereby thecurvilinear action along the arc perimeter of the turret dome 92 mirrorsand projects the ball profile of the gear 40 face. In FIG. 7, the mastcontrol sleeve 50 specifically provides a structural rigidity in aninclined parametric mode, thereby allowing an articulated, synchromeshedfunctionality of the gears 40. In one embodiment, the hinged mast sleevehousing 50, which secures the mast 20 in its inclined rotational statethroughout the inclination maneuver, is a tubular structure ofsufficient wall gauge and structural form to provide good materialstiffness along the radial axis thereby allowing high elongation andcompression resistance along said axis to minimize or eliminate anyrelative adjustment eccentricities in the mesh of the gears 40 caused bythe periodic thrust loading from the rotor 10. The lower end of thesleeve 50 is hingeably attached to the floor 91 of the turret 90 by thehinge coupling 51 which allows the sleeve 50 to rotate relative to thefloor 91 in a fixed axis which corresponds to the axis of inclination ofthe mast 20. The hinge coupling 51, being rigidly attached to theframework of the turret floor 91, precisely intercepts the plane of meshof the gears 40 and serves to stabilize the pitch plane duringinclination and to minimize end loading and radial thrusting of the mast20. The shearing interface 52 of the rotating trunnion is aclose-fitting abuttment that exhibits frictional damping characteristicsthrough the relative slip between the joint interface and the interfacepressure between the contacting surfaces whereat vibration energy istransferred from the sleeve 50 to the turret floor 91 framework. Theupper end of the sleeve 50 is configured as an abutment flange 53. Thepulling load construction of the mast sleeve 50 is further illustratedin FIG. 8 where the internal coupling of the mast 20, which canincorporate a ribbed configuration, with the sleeve is shown. In thisone possible embodiment, a generalized bearing layout is presented toillustrate the dynamic load-carrying capacity requirements to: 1)stabilize the lash of the gears 40; 2) resist any axial displacement ofthe mast 20; 3) compensate for radial loads imposed by inclinationmoments; and 4) restrict pulling tension loads imposed by the thrust ofthe rotor 10, as well as restrict compression loads exerted upon therotor 10 by aerodynamic forces which also affect the axial stability ofthe mast 20. Angular contact ball bearings are designed for high speedconditions requiring rigid axial guidance. One option is to use a pairof double-row angular contact ball bearings 54 for radial guidance ofthe mast 20 and a double-acting angular contact thrust ball bearing 55as an axial support of same mast. The sleeve 50 is the first of anarrangement of structures comprising the turret 90 designed toneutralize tension and compression loads imposed by flight dynamics onthe mesh of the gears 40. In the DOVER paradigm, significant tensionloads are removed from the mast 20. Due to the unfastened link betweenthe gears 40, the in-flight mass of the aircraft is not supported by thetransmission via the mast as in the prior art, but rather by the turret90 (see “Azimuth Control Mechanism” section). Directed flight in theDOVER design by nature of the inclined mesh plane of the gears 40 canimpose an asymmetrical axial and radial loading by the mast 20 gear 40upon the transmission drive shaft 30 gear 40. One mitigating option forthis anomaly is to impose a spatial rigidity to the drive shaft 30 andattached drive gear 40 thereby providing a stable template upon whichthe driven gear 40 may operate. In one embodiment, the drive shaft 30can be mounted within the structural framework of the turret floor 91whereat the shaft is supported by a pair of bearings 54 and a ribbedconfiguration provides additional axial stability (FIG. 9). Although theturret 90 is specially designed to mitigate inertial load momentsoriginating from the attached fuselage (see “Azimuth Control Mechanism”section), the drive shaft 30 as an intergral component of the drivetrain will tend to transmit such loads to the driven mast 20. Also shownin FIG. 9 is a flexible gear coupling 56 of the prior art linked ontothe drive shaft 30 between the floor 91 framework mount and thetransmission 57 where the coupling serves to mitigate axial and radialload transfer from the drive train. Gear couplings allow the freetransmission of torque while relatively small amounts of angular,parallel, and end float misalignment and displacement between modes isaccomodated by a flexing action in the series of meshed splines. Withthis option, the transmission 57 would retain the flexible mounting withthe aircraft engine(s) and fuselage that is standard in the prior art,while the turret-mounted shaft 30 section is spatially fixed to andintegrated with the turret 90 load moment thereby creating a stable gear40 mesh template. This divided input/output structural transition modefor increased output operational and functional form stabilityconstituted in the ensconced drive shaft 30 is an embodiment of theDOVER. In one embodiment, the mast control sleeve 50 is rigidly attachedat the abutment flange 53 to the thrust and vibration conductor 60 whichembodies the point of leverage from where the mast 20 is moved throughinclination (FIG. 10). The conductor 60, as shown in FIG. 11, iscomposed of a center form 61 encompassing a bearing 54 which is abuttedand capped on top and bottom surfaces by end forms 62, each encompassinga bearing 54, although a single-row angular contact ball bearing alsomay suffice, with said end forms being separated from direct contactwith the center form 61 by elastomeric isolators 63 in the form ofwashers that function as shock and vibration dampers for excitationsemitted from the gears 40 which are absorbed by the bottom elastomer 63and for aerodynamic loading and vibrations emitted from the rotor 10which are absorbed by the top elastomer 63. The end forms 62 areattached to the center form 61 in an adjustable manner whereby acompressive force, implemented by means such as, but not limited to,mechanical fasteners, rotational locking details, or mating threaddetails formed between adjoining surfaces, secures the conductor 60apparatus by way of a guide such as raceway grooves 64, whereat saidconductor is firmly engaged with the transfer tracks 65 (FIG. 12). Thetransfer tracks 65, which are constituted in one embodiment by equablyspaced bipolar configured ball transfer units, parallel the pitch lineof the dome 92 of the turret 90. The inclination traverse space throughwhich the conductor 60 passes via the tracks 65 is delineated by theinner facing surfaces of the bulkhead walls 66 that mirror the pitchdiameter of the dome 92 and which are anchored at the upper edges ontosaid dome with said walls being integral to the longitudinal bulkhead 67that extends along the arc of the dome fore and aft and onto which thetransfer track units 65 are attached. On the outer opposing surfaces ofthe vertical walls 66 spanning the lower edges to the upper edges andangling diagonally to the horizontal edge of the longitudinal bulkhead67 are the bulkhead buttresses 68, each situated opposite a ball unit 65and serving to strengthen and stabilize the transfer tracks 65. Thegrand magnitude of vibration excitations relayed to the conductor 60 aretransferred to the turret 90 framework via the longitudinal bulkhead 67whereat said excitations conducted from the rotor 10 are primarilyshunted to the upper ball of the units 65 and said excitations conductedfrom the gears 40 are primarily shunted to the lower ball of the units65 whereby the total excitation load is then transduced along thebulkhead 67 and managed by the turret 90 damping system (see “AzimuthControl Mechanism” section). Other transfer unit configurations in lieuof balls may be used for conductor 60 conveyance such as, but notlimited to, rollers. As another variation, rolling elements can beconfigured within the conductor 60 proper whereby said conductor canroll along a guided track. Also, a sliding abutment relationship betweenthe conductor and inclination track is contemplated. The fundamentalpremise herein is an inertial fixation of modes between the conductorand the track. In one embodiment, the inclination maneuver is powered bya motor 70 (FIGS. 12 and 13) which powers a rack 71 and pinion 72actuating system. The racks 71, being laid along the inclinationtraverse, are affixed to the inner faces of the vertical bulkhead walls66, specifically onto a contiguous right-angle ledge 73 formed wheresaid walls abut the transfer tracks 65 and which ledge runs the lengthof the inclination traverse. In one option, the motor 70 is secured tothe aft locale of the top end form 62 of the conductor 60 so that, whenactivated, a torque is produced in the pinions 72 which subsequently arepropelled up and down the curvilinear-configured racks 71 whilepositioning the conductor 60, mast 20, and rotor 10 along the traverseand concomitantly levering the sleeve 50 below. In this configuration,the pinions 72 are secured in mesh with the racks 71 by the samecompressive force by which the conductor 60 is secured against thetransfer tracks 65. This arrangement of structures whereby the variablesof inclination moment execution, thrust load assimilation, and vibrationredirection are managed by a single interactive mechanical system is anembodiment of the DOVER. The motor 70 is capable of swift, accurate, andincremental point-to-point control of a load. Specifically, the motor 70is required to move a given load, stop it at a specified position, andhold it there until a subsequent motion command is initiated. The motor70 also could be integrated into a rate damping response system capableof executing smooth, uniform moment reactions to possibly erraticcommand input as a means to preserve a stable lash dynamic between thegears 40. One option is a dc motor with a high-performance permanentmagnet with low armature inductance and low rotor inertia combined witha velocity control feedback system that relays rate and angular positioninformation to the cockpit. A linear mechanical actuator also iscontemplated herein as a mechanism to power the inclination. Power anddata transfer is relayed via the cable 74 that traverses the length ofthe mast control sleeve 50 along the hinge 51 to a circuit junctionlocated on the turret floor 91, and into which other powered systemswithin the turret 90 structure are connected, whereat said junctiontunnels the floor 91 to access the aircraft fuselage interior (notshown). In one embodiment, to shield the turret 90 interior fromenvironmental contamination, an inclination traverse slide 80 can beemployed to seal the traverse opening (FIG. 14). The slide 80, beingrigidly attached at its center point to the conductor 60 upper surface,is configured as a strip forming a contrariwise octant from the centerpoint and extending along and mirroring the curvilinear profile of thebulkhead 67. This design allows the traverse to be covered throughoutthe inclination maneuver: at 0° inclination the traverse is covered bythe forward arc of the slide 80 and at 45° inclination the traverse iscovered by the aft arc of the slide 80 as the slide moves in conjunctionwith the conductor 60 in this particular embodiment. An elastomer 81 isattached in a wraparound abutment to the specially configured projectedridge 82 of the bulkhead 67 which defines the contour of the upperperimeter of the traverse and whereat the attachment of the aircraftouter skin 83 serves to secure the elastomer in place (FIG. 15). Asliding seal is thus established by the compression of the elastomer 81by the slide 80 against the ridge 82 whereat a slide track 84 ispositioned to exert an upward pressure against the slide. The tracks 84,which traverse the total length of the path of the slide 80 along thebulkhead 67, can be adjustably attached to the vertical bulkhead walls66, particularly in the region of the traverse, to allow the properpressure to be maintained against the elastomer 81 along the length ofthe traverse and for the facilitation of inspection or replacement ofthe elastomer. In one embodiment, the tracks 84 may be screwed into thewalls 66 by way of an elongated screw hole 85 that would permit thetracks 84 to be set with compressive force against the slide 80. Theinterface between the mast 20 and the slide 80 can be stoppered, in oneembodiment, by a sealed sleeve bearing 86.

Azimuth Control Mechanism: In one embodiment, the azimuthal angularforce imposed upon the gear 40 of the mast 20 is accomplished by therotational action of the turret 90 with a structure constituted by ashell-like hemispherical dome 92 uniformly adjoined with a plate-likefloor 91, with the two forms in unison designed to resist torsion andbending loads by the incorporation of internal stiffening members andwhich may be of reinforced shell, semimonocoque, or monocoqueconstruction. As the principle housing component of the DOVER, theturret 90 is designed to withstand and transfer the force loads imposedby and upon the structural and mechanical components of the system, todirect and dissipate vibration energy, and to withstand the dynamic loadof supporting the aircraft fuselage during all aspects of flight.Embodiments of the DOVER provide the turret 90 with a high rigidity ofform and an efficient capacity for stress dissipation based on geometricconfiguration and material construction. One option is to begin with askeletal framework that defines the outer shell while concurrentlysupporting the internal working mechanism. In FIG. 16, one possibleinterconnected design shows how the longitudinal bulkhead 67 engages theinclination power mechanism while the lateral bulkhead 93 supports thepivot point of the inclination mechanism as previously discussed, thusproviding a combined mechanical operation and support structure. Withthis scheme, all internal (i.e., torque and thrust loading, gear 40excitations) and external (i.e., aerodynamic loading on the rotor 10,inertial G forces) loads are channeled into the lattice of the framewhere the loads can be mitigated. Further structural elements can beintegrated in the form of diagonal bulkheads 94 radiating between thecross configuration of the bulkheads 67 and 93, bulkhead extensionsupports 95, being of high tension load resistance and extending fromwhere the resultant bulkhead superstructure transitions from the turretdome 92 support to the turret floor 91 support and whereat said supportsare rigidly connected to the outer edge of the planar ring 96 thatinterfaces with the fuselage. Extending circumferentially along the linewhere the dome 92 abuts the floor 91 is the horizontal bulkhead 97 whichtransfers load stresses between the support structures of the dome 92,the floor 91, and a circumferential spacing of more supports 95 a aboutthe structure. Other support structures can be incorporated within theframework of the turret 90 such as diagonal and vertical encastre beams98 extending between the dome 92 and floor 91 for tension andcompression loads, particularly in the vicinity of the inclinationtraverse which may be considered the flexural axis, and the addition ofsecondary curved array structures such as longerons and stringers forskin support which could be of a double-construction with multicelland/or sandwich configuration wherein the skin would be a majorload-carrying member for structural efficiency (not shown). Suchhull-supporting configurations can provide good vibration dampingcharacteristics especially when incorporated with polymeric and organicmaterials with good absorption qualities. Auxiliary mass dampersintegrated into the framework also are an option, particularly in thevicinity of the drive shaft 30. The finite element method of analysis isan appropriate technique of describing the mechanics of a complex andcontinuous structure such as the turret 90. The circular bandconfiguration that constitutes the structure encompassing the extensionsupports 95 and 95 a and the ring 96 functions as the turret base 99which supports and maneuvers the turret proper against the aircraftfuselage foundation ring 100 upon which said base rests, whereat theplanar ring 96 mirrors in form the foundation ring 100 (FIG. 17). Theturret 90 with base 99 inclusive constitutes a rigid body whereinoperational torsion and inertia loads are resisted by the airframestructure due to its strength and stiffness. The structures that couplethe turret 90 with the aircraft fuselage exert supporting andreactionary forces on the two coupled bodies in response to thoseproduced by the loads and the driving members. Therefore, the samestandard of rigidity is continued into the aircraft fuselage foundationonto which the turret 90 is mounted. Any mechanical linkage arrangementbetween the turret 90 and the fuselage is required to withstand andfunction within the parameters of tension, compression, and torsionloads exerted between the two structural elements in the threedimensional paradigm of flight. In one embodiment of the DOVER, amechanical linkage arrangement in the configuration of a double-actingthrust ball bearing is presented in FIG. 18. Channelingcircumferentially along the two abutting planar surfaces of the rings 96and 100 are raceway grooves 101 within which roll the elements 102 thatultimately transfer the predominate load forces between the turret 90and the fuselage. One option is the use of polycarbonate rollingelements similar to those used in army tank turrets that absorb shockloads, prevent brinelling of the raceways, and are capable ofwithstanding great crushing loads. Metal and ceramic elements also areoptions. The rolling elements 102, which may be of the ball or rollertype, are guided in a cage 103 that ensures uniform spacing and preventsmutual contact of the rolling elements. The outer edges of the cage 103can perform as a lubricant seal by, as one possible arrangement,inserting a vulcanized strip of elastomer or felt 104 along the lengthsand thereby inhibiting the egress of lubricant out of the racewaygrooves 101. The upper face of the turret ring 96 also is abutted by amirroring structure in the configuration of a detachable ring 105whereat its function vis-à-vis the turret ring is conjunctive with thatof the foundation ring 100, having a duplicated complement of racewaygrooves 101, rolling elements 102, and cage 103. For installation andremoval purposes, the detachable ring 105 can be configured in separate,joined segments. The mobile turret ring 96 is sandwiched between thefoundation ring 100 and the detachable ring 105, both of which remainfixed, with the rolling elements 102 providing the dynamic transitionlinkage between the three-ring structures. Inertial G forces duringflight manuevers impose a disjunctive relative motion force betweenseparate structures within an aircraft body. In one embodiment, theproper dynamic association between the rings 96, 100, and 105 can bestabilized by a clamping network that exerts and maintains an optimalcompressive force upon the detachable ring 105 and the foundation ring100 with said optimal compressive force defined as one that maintainsthe configured integrity of the ring unit while maintaining a properrolling pressure between the ring interfaces. In FIG. 19, thisrelationship is shown with clamping devices 106 which are distributedalong the inner circumferential length of the mechanical linkage of therings and, in one possible design, coincide with and are incorporatedinto a vertical frame structural element 107 of the aircraft fuselage.The clamping action of each devise 106 can be set manually and/orintegrated into a network of interacting clamping actuators 106 poweredhydraulically or electrically and controlled by the AFCS. In the case ofAFCS control, any across-member elastic deformation of the ring unit dueto inertial load pressure fluctuations during flight can be detected bymotion sensors such as potentiometers (not shown) within the clamps 106and immediately compensated for by an imposed reactionary and temporalincrease of compressive force that preserves the working efficiency andphysical integrity of the ring unit thereby permiting higher corneringvelocities. The acceleration loads and associated strains attributed tolift which originate at the sleeve 50/conductor 60 linear vector and aretransferred through the turret 90 framework ultimately are expressed atthe ring unit juncture. In this embodiment of the DOVER, thepressure-adjusting turret ring unit performs the dual function of theprinciple aircraft support structure and turret rotation median duringflight. The rotation action of the turret 90 is accomplished by thetorque of a spur or transverse gear against an internal gear assemblythereby resulting in a torsion force against the turret. Turret traversetechnology is a long instituted and developed prior art which isapplicable to the DOVER and whose enumeration is beyond the scope ofthis application. In a manner similar to the inclination control motor70, the azimuth control motor also relays rate and position data to thecockpit control system. Given a logistically unrestrained electricalsource, the turret 90 would have the freedom to operate through acontinuous, uninhibited 360° rotation regime. Slip ring or rotaryelectrical interface technology and similar systems that can be used inan electromechanical system where electrical power and command andresponse data can be transferred from a stationary to a rotationstructure, and vice versa, is applicable to the DOVER. Structuralsupport for such turret traverse and mobile electrical powertransmission can be provided by appropriate platform foundationextensions of the fuselage frame structure 107 situated in closeproximity to the fuselage-facing turret floor 91, whereat the adjoiningof the turret traverse and electromechanical component parts that bridgethe turret 90 and frame structure 107 can be actuated.

Gear Lubrication Housing: High speed precision gear technology of theprior art generally requires a rigidity of the gearbox housing assemblyfor proper stability of the working gears. A lack of rigidity invariablyincreases the possibility of active vibrations causing shifting contactpatterns on the tooth profiles during cyclic loading and unloadingdynamics. This operational limitation is not applicable to the DOVERsince the inclination motion of the mast 20 necessitates amotion-accomodating capability of the protective housing while methodsand mechanisms to mitigate vibrations and gear misalignment have beenelucidated throughout this application. The sliding action of gears canbe completely accomodated with proper lubrication, incuding the rollingpivot and lateral swivel motions embodied in the DOVER. New lubricantformulations with a critical specific elastohydrodynamic film thicknessand extreme pressure additive for the specialized gears 40 may berequired. In FIGS. 20 and 21, a motion-adapted lubrication component forthe gears 40 is presented in the simplified and generalized form of ahousing 110 that envelopes the gears and retains the mist of lubricantthat is injected into said housing by a standard electrical oil pumpcommonly used on aircraft and located within the interior of the turret90 (not shown). In one embodiment, the lubricating housing 110 isconstituted as a container mounted onto the turret floor 91 that retainsa forward section with a curved configuration that mirrors theinclination traverse of the turret dome 92. The mast 20 and shaft 30 areringed at their contact perimeters with the housing 110 by shaft radialseals 111 that seal the lubricant within the container. The curvilinearmotion of the mast 20 within the housing 110 can be accomodated by asimilar mechanism as the inclination traverse slide 80 described in the“Inclination Control Mechanism” section whereby the mast 20 is fittedwith a housing slide 112 that rides the traverse arc of the mast alongan oil-tight elastomer seal 113 set within the formed upper surface ofthe housing. A mounted bearing unit 114 with a flange attached to theunderside of the slide 112 can be adjusted against the mast 20 to exertthe appropriate pressure against the slide to maintain the oil-tightseal. The underside of the slide 112 can shear against an adjustableslide track 115 which main purpose is to define a precise, close-fittingsandwiched arc path within which the slide 112 and attached mast 20lower end must traverse as a means to limit or eliminate any radial andaxial displacement. With this configuration, a robustly constructedhousing 110 can contribute to overall stability of the mast 20 includingresistance to thrust loading from the rotor 10. Another option would bea pressure-adapted, oil-tight shift boot in lieu of a housing slideapparatus. In one embodiment, a spray or mist fitting 116 is attached tothe aft side of the housing 110 and projects into the interior wherelubricant is deposited directly onto the mesh area of the gears 40. Asthe lubricant pools into the bottom cavity of the housing 110, afiltered siphon nozzle 117 removes the lubricant from the housing viasuction action at the same rate that it is sprayed into the housing andis subsequently returned to a lubricant reservoir constituent of the oilpump system (not shown). Abrasive wear of the gears 40 can be monitoredby magnetic particle inspection and the examination of metal fragmentsthat settle into the sump area 118 of the housing 110 through access tothe interior via the removable aft interior access hatch 119. Theevacuated gear-heated lubricant is cooled by the oil pump system beforebeing returned to the working gear 40 component via the fitting 116. Thehousing 110 also can have a finned construction for more efficient heatdissipation. Although the complete lubrication system described hereinconsists of an assembly of individual units external to the housing 110,a system comprising an arrangement of units built into the housing 110also is contemplated, in which case the aft section of the housing maybe extended and enlarged as necessary to enclose said units therebyforming a self-contained system. The primary objective herein is todescribe the function of a motion-adapted lubrication housing with astandard aircraft mist lubrication system. Heat exchange between theturret 90 interior and the ambient environment can be accomplished byvents and blower fans built into the turret structure (not shown). OtherHVAC systems also are options. Access to the interior of the turret 90can be made via a hatch integrated into an aft section of the dome 92(not shown).

Variations: Gearing is an efficient and reliable mechanism for thetransmission of power and motion between rotating shafts in a uniformmotion as reflected in the ball-face spline-tooth gear 40 presented inthis application. An alternate method of force transference iscontemplated herein in the form of the constant-velocity (CV) joint ofthe prior art that also allows a driven shaft to transmit force througha variable angle in a uniform motion. CV joints generally are sealedunits with internal moving components that would preclude theimplementation of general aeronautical regulations for the visualinspection of structures for soundness and wear, which could lead tocatastrophic consequences for an airborne vehicle. Any use of such priorart in lieu of the preferred embodiment presented herein does notabrogate the general theme and methods of application implicit in thepurpose and use of the DOVER and is therefore considered under the scopeof the embodiments of the DOVER. Embodiments of the DOVER encompassmulti-rotor aircraft as well as degrees of inclination ranges less thanand greater than the representational 45° inclination range presentedthroughout this application. It also is declared herein that elements ofthe DOVER can be applied to fixed-wing aircraft and watercraft propellertechnology and that such transference is within the scope of the DOVER,including push-thrust methodology which involves an inverted thrustvector.

Unique Performance Characteristics: The implementation of the innovativedesign of the DOVER will necessarily require preliminaryfinite-modeling, field testing, and the formulation of new flight rulesand procedures which would be beyond the scope of this application.However, the contemplation of certain notable inherent abilities of theDOVER concept is warranted. The helicopter of the prior art can be seenas a dynamic pendulum with the rotor directional control source (i.e.,blade pitch) directed laterally across a rigidly attached mast above thecenter of gravity of the fuselage, an arrangement that inflicts aninherent dynamic instability in the aircraft when maneuvering or whenaffected by atmospheric perturbations resulting in an aerodynamicreaction often manifest in a longitudinal roll. Center of gravityvariables are of upmost concern for helicopters of the prior art due tothe restricted latitude for reactionary movement in the tip path planeto compensate for unbalanced vehicle dynamics. With embodiments of theDOVER by contrast, the rotor directional control source point of origin(i.e., the gear 40 mesh) is linearly projected from and in relativelyclose proximity to the center of gravity of the fuselage, an arrangementwhich allows for a more stable operating dynamic. In addition, given thefree articulation about the fuselage mass by the rotor, a slewing actionor motion is instituted within the flight dynamic that allows thefuselage to rotate tangentially around a turn while minimizing any rollabout the longitudinal axis and thereby leading to a reduced angle ofbank. Control also can be maintained when the aircraft is destabilizedby gusts or strong sustained winds by simply directing the rotor vectortowards the wind force during flight. As such, the DOVER may be regardedas an aerodynamic clutch that can ameliorate turbulence effects by analignment of the thrust-force vector moment of the inertia mass with theimposed forced air movement. The greater compensatory range of motioninherent in the DOVER allows for a much larger range for error andenhanced safety. The DOVER can provide increased utility and safetymargins for slope landings as well, particularly when equipped with avariable surface landing platform (VARSLAP) gear. Specifically, theVARSLAP would greatly diminish the inherent threat of dynamic rolloverdown a slope by maintaining a perpendicular center-of-gravity with thehorizontal while the DOVER would decrease the danger of prop contactwith the sloped terrain and associated obstacles. For example, whenexecuting a lateral slope landing in a helicopter of the prior art, theaccepted procedure entails pointing the tip path plane of the rotor(controlled by the cyclic) slightly upslope or into the hill in order tolock in the landing gear. Upon contact of the uphill skid, the power(controlled by the collective) is then reduced to allow the vehicle tosettle. As the downhill skid is lowered, the tip path plane is keptdeflected into the hillside in order to compensate for the tendency ofthe helicopter to slide or roll downhill as a result of the unbalancedcenter-of-gravity. Helicopters of the prior art are capable only oflanding safely on slopes of modest inclination, and always with risk. InFIG. 22, an alternate slope landing method using a DOVER- andVARSLAP-equipped helicopter is presented. In FIG. 22 a, the pilot hasascertained the slope is within safe landing parameters. In FIG. 22 b,the pilot extends the VARSLAP gear, decreases the power or engine rpm,and inclines the rotor down slope or away from the hill to avoid propcontact with any upslope obstructions. Although a thrust vectorperpendicular to the blade set is generated due to the inclination, acompensatory reduction in engine rpm can result in a de facto verticaldescent. In FIG. 22 c, the VARSLAP gear conforms to the slope of theterrain and the helicopter settles at gravitational horizontal.

What is claimed is:
 1. A method of applying point origin vectordivergence torque to a direct orientation vector rotor (DOVER)comprising a rotational turret and an inclination mechanism attached toan air or watercraft, wherein a rotor is used to power said craft. 2.The method of claim 1, wherein the turret is attached to the craft in atranslatable configuration, whereby said turret can rotate relative tosaid craft.
 3. The method of claim 2, wherein the turret is secured tothe craft by a compressive force imposing a rigid control surfacerotation, whereby motion between said turret and said craft deviant fromthe rotational motion is minimized.
 4. The method of claim 1, whereinthe rotor is attached to a driven shaft and said shaft is attached to adrive shaft, whereby said drive shaft is positioned in an axis passingthrough the center of the plane of the turret/craft interface, andwherein an inline position of the drive shaft relative to the driveshaft is designated as a first position of the rotor shaft.
 5. Themethod of claim 4, wherein the first position of the rotor is designatedas the 0° inclination shaft position and the turret/craft interface isdesignated as the azimuth, whereby said azimuth constitutes a planeperpendicular to the axis of the 0° shaft position, and whereat theturret revolves in relation to the craft along the perpendicular plane.6. The method of claim 2, wherein the turret is moved from a firstposition along the azimuth relative to the craft to a second angledposition along the azimuth relative to the craft.
 7. The method of claim5, wherein the rotor is moved in an inline path from the 0° positionrelative to the turret azimuth to an inclined position relative to theazimuth.
 8. The method of claim 7, wherein the inline path is aninclination traverse configured into the dome of the turret.
 9. Themethod of claim 8, wherein the rotor-attached end of the driven shaft isconveyed along the inclination traverse by a shaft conductor, wherebysaid conductor tracks said inclination traverse in an angled pathrelative to the turret azimuth, wherein the shaft rotates within theshaft conductor.
 10. The method of claim 9, wherein the opposing end ofthe driven shaft is driven by a mechanism for mobile torque application,whereat said shaft end intersects the axis of the plane of the turretazimuth.
 11. The method of claim 10, wherein the driven shaft is securedto the mechanism for mobile torque application by a shaft controlsleeve, whereat said sleeve is anchored to the floor of the turret,whereby said floor is planar to the azimuth and conveys the sleeve insympathetic rotation, and whereby the opposing end of said sleeve is insympathy with the shaft conductor or constitutes said conductor, whereinsaid shaft rotates within the shaft control sleeve.
 12. The method ofclaim 11, wherein the shaft control sleeve is hingeably attached to theturret floor, where at the shaft end passes through an initial sideangle arc at the location of the mechanism for mobile torque applicationand the opposing shaft end passes through a terminal side angle arc atthe location of the shaft conductor, whereby said shaft is levered ininclination and said shaft control sleeve is a thrust conduit betweenthe floor of the turret and the dome of the turret.
 13. The method ofclaim 4, wherein a rotation of the turret along the azimuth directs therotor along said azimuth relative to the craft at a plurality of inclinepositions set by the inclination mechanism, whereby the driven shaft insympathy with the drive shaft is rotated along the azimuth relative tosaid drive shaft at the mechanism for mobile torque application at aplurality of incline positions set by the inclination mechanism.
 14. Themethod of claim 13, wherein the inclination motion and azimuthal motionof the rotor when concurrent result in a summed motion, whereby saidrotor travels in a diagonal traverse across the dome profile of theturret in relation to the craft.
 15. The method of claim 14, wherein themechanism for mobile torque application is activated at the axis of theplane of the turret azimuth, whereby the resultant inclination andtorque actions of the driven shaft coincide with the azimuthal action ofthe turret, whereby the actions of torque, inclination, and azimuthalmotion impose a synchronous mobile thrust vector congruent with theturret structure.
 16. The method of claim 15, wherein the turretstructure is a conductor for the thrust vector force generated by therotor at a plurality of incline and azimuth positions set within saidturret structure, whereby an inertial coupling load transfer from theturret to the craft at the azimuthal interface between said turret andsaid craft is extant from whence the craft is maneuvered by the rotor.17. A method of using the spherical coordinate system to control arotor, the method comprising: (a) specifying an inclination coordinateΔΘ; (b) specifying an azimuth coordinate ΔΨ; and (c) merging theinclination and azimuth coordinates into a position vector r, whereinsaid position vector is the point position of the rotor P(r, Θ, Ψ) withrespect to the dome profile of the turret in relation to the craft. 18.The method of claim 17, wherein the inclination coordinate is set by theinclination mechanism.
 19. The method of claim 17, wherein the azimuthcoordinate is set by the azimuthal mechanism.
 20. The method of claim17, wherein the position vector in relation to the craft determines themotion of the craft.